EP1225677A2 - Alternateur pour véhicule automobile - Google Patents

Alternateur pour véhicule automobile Download PDF

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Publication number
EP1225677A2
EP1225677A2 EP02000272A EP02000272A EP1225677A2 EP 1225677 A2 EP1225677 A2 EP 1225677A2 EP 02000272 A EP02000272 A EP 02000272A EP 02000272 A EP02000272 A EP 02000272A EP 1225677 A2 EP1225677 A2 EP 1225677A2
Authority
EP
European Patent Office
Prior art keywords
portions
winding
slots
stator
crossover
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02000272A
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German (de)
English (en)
Other versions
EP1225677A3 (fr
EP1225677B1 (fr
Inventor
Atsushi Oohashi
Yoshihito Asao
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
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Filing date
Publication date
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Publication of EP1225677A2 publication Critical patent/EP1225677A2/fr
Publication of EP1225677A3 publication Critical patent/EP1225677A3/fr
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Publication of EP1225677B1 publication Critical patent/EP1225677B1/fr
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K15/00—Methods or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines
    • H02K15/04—Methods or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines of windings, prior to mounting into machines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/46—Fastening of windings on the stator or rotor structure
    • H02K3/50—Fastening of winding heads, equalising connectors, or connections thereto
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/24—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors with channels or ducts for cooling medium between the conductors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K19/00—Synchronous motors or generators
    • H02K19/16—Synchronous generators
    • H02K19/22—Synchronous generators having windings each turn of which co-operates alternately with poles of opposite polarity, e.g. heteropolar generators

Definitions

  • the present invention relates to an automotive alternator and particularly to an automotive alternator in which an electrically-insulating resin is applied to a coil end group of a stator winding to reduce electromagnetic noise caused by vibration of a stator core.
  • the present invention aims to solve the above problems and an object of the present invention is to provide an automotive alternator enabling electromagnetic noise to be reduced while also ensuring cooling of a stator by regulating a space factor of an electrically-insulating resin and conductor wires constituting crossover portions of a coil end group of a stator winding relative to a cross-sectional area of the crossover portions from the viewpoint of electromagnetic noise, and regulating a ratio occupied by exposed portions of conductor wires relative to an outer circumference of the cross section of the crossover portion from the viewpoint of cooling of the stator winding.
  • an automotive alternator including:
  • the electrically-insulating resin may be impregnated inside the slots.
  • the electrically-insulating resin may be a varnish.
  • the electrically-insulating resin may be a silicone resin.
  • the slots may be formed at a ratio of two per phase per pole, the polyphase alternating-current winding being constituted by two three-phase alternating-current windings each formed by connecting three of the winding phase portions into an alternating-current connection.
  • Each of the winding phase portions may be formed into a divided winding portion.
  • Figure 1 is a cross section showing an automotive alternator according to Embodiment 1 of the present invention
  • Figure 2 is a perspective showing a stator used in the automotive alternator according to Embodiment 1 of the present invention
  • Figure 3 is a perspective schematically showing one winding phase portion constituting a stator winding of the stator used in the automotive alternator according to Embodiment 1 of the present invention
  • Figure 4 is a circuit diagram of the automotive alternator according to Embodiment 1 of the present invention.
  • the automotive alternator includes: a case 3 constituted by an aluminum front bracket 1 and an aluminum rear bracket 2; a shaft 6 disposed inside the case 3 having a pulley 4 secured to a first end thereof; a Lundell-type rotor 7 secured to the shaft 6; cooling fans 5 secured to first and second axial end surfaces of the rotor 7; a stator 8 secured to the case 3 so as to envelop the rotor 7; slip rings 9 secured to a second end of the shaft 6 for supplying an electric current to the rotor 7; a pair of brushes 10 sliding on surfaces of the slip rings 9; a brush holder 11 accommodating the brushes 10; a rectifier 12 electrically connected to the stator 8 for converting an alternating current generated in the stator 8 into a direct current; and a regulator 18 mounted to a regulator heat sink 17 fitted onto the brush holder 11, the regulator 18 adjusting the magnitude of the alternating voltage generated in the stator 8.
  • the rotor 7 is constituted by a field winding 13 for generating a magnetic flux on passage of an electric current, and a pair of first and second pole cores 20 and 21 disposed so as to cover the field winding 13, magnetic poles being formed in the first and second pole cores 20 and 21 by magnetic flux generated in the field winding 13.
  • the pair of first and second pole cores 20 and 21 are made of iron, each has a plurality of first and second claw-shaped magnetic poles 22 and 23 having a generally trapezoidal outermost diameter surface shape disposed on an outer circumferential edge portion at even angular pitch in a circumferential direction so as to project axially, and the first and second pole cores 20 and 21 are fixed to the shaft 6 facing each other such that the first and second claw-shaped magnetic poles 22 and 23 intermesh.
  • the stator 8 is constituted by: a cylindrical stator core 15 prepared by laminating a predetermined number of sheets of a magnetic steel plate; and a stator winding 16 installed in the stator core 15.
  • the stator 8 is held between the front bracket 1 and the rear bracket 2 so as to form a uniform air gap between outer circumferential surfaces of the claw-shaped magnetic poles 22 and 23 and an inner circumferential surface of the stator core 15.
  • the stator core 15 includes: a cylindrical base portion 15a; a plurality of tooth portions 15b formed on an inner circumferential surface of the base portion 15a at an even angular pitch in a circumferential direction, each of the tooth portions 15b being disposed so as to extend from the inner circumferential surface of the base portion 15a toward an axial center; and a plurality of slots 15c extending axially defined by the base portion 15b and adjacent pairs of the tooth portions 15b.
  • the number of magnetic poles in the rotor 7 is twelve, and there are thirty-six slots 15c formed at an even angular pitch in a circumferential direction on the stator core 15. In other words, the number of slots per phase per pole is one.
  • the stator winding 16 is constituted by three winding phase portions 30 each formed by winding a conductor wire 29 for a predetermined number of winds into a wave shape in every third slot 15c so as to extend outwards from a first slot 15c at an end surface of the stator core 15, extend in a circumferential direction, and enter a second slot 15c three slots away, the conductor wire 29 being formed by coating with electrical insulation a copper wire material (an electrical conductor) having a circular cross section. Furthermore, the winding phase portions 30 are installed in the stator core 15 such that the slots 15c in which each winding phase portion 30 is installed are offset by one slot from those of each of the other winding phase portions 30.
  • the winding phase portions 30 are each constructed into a wave winding in which the conductor wire 29 is wound for a predetermined number of winds, the winding phase portions 30 each being formed into a divided winding portion having a wave-shaped pattern composed of twelve slot-housed portions 30a disposed at a pitch of three slots (3P) in a circumferential direction and linking portions 30b linking together a first half of end portions of adjacent pairs of the slot-housed portions 30a alternately at first and second axial ends and linking together a remaining second half of the end portions alternately at the first and second axial ends.
  • the winding phase portions 30 are installed in the stator core 15 such that the slot-housed portions 30a are housed in every third slot 15c.
  • a first half of the linking portions 30b extending outwards from any given slot 15c extends to a first circumferential side and enters the next slot 15c three slots away on the first circumferential side, and a remaining second half thereof extends to a second circumferential side and enters the next slot 15c three slots away on the second circumferential side.
  • the three winding phase portions 30 are installed in the stator core 15 such that the slots 15c in which each winding phase portion 30 is installed are offset by a pitch of one slot (1P) in a circumferential direction from those of each of the other winding phase portions 30 and the three winding phase portions 30 are stacked into three layers radially.
  • coil ends 28 are constituted by the linking portions 30b and are formed by extended portions 28a composed of portions of the conductor wire 29 extending outwards from the slots 15c, and crossover portions 28b composed of portions of the conductor wire 29 extending in a circumferential direction and linking the extended portions 28a extending outwards from pairs of slots 15c three slots apart.
  • the crossover portions 28b of the coil ends 28 of the winding phase portions 30 are stacked radially and arranged circumferentially to constitute front-end and rear-end coil end groups 16f and 16r of the stator winding 16.
  • a varnish 35 functioning as an electrically-insulating resin, described below, is applied to the crossover portions 28b of the coil end groups 16f and 16r.
  • the varnish 35 is a resin such as polyester resin, etc., dissolved in a solvent, and hardens after application, integrally fixing the strands of the conductor wire 29 constituting the crossover portions 28b, and integrally fixing together the radially-stacked crossover portions 28b.
  • the three winding phase portions 30 installed in this manner are formed into a Y-connection (an alternating-current connection), constituting a three-phase alternating-current winding 160 functioning as a polyphase alternating-current winding.
  • the three-phase alternating-current winding 160 is connected to the rectifier 12, constituting the electrical circuit shown in Figure 4.
  • an electric current is supplied from a battery (not shown) through the brushes 10 and the slip rings 9 to the field winding 13, generating a magnetic flux.
  • the first claw-shaped magnetic poles 22 on the first pole core 20 are magnetized into North-seeking (N) poles by this magnetic flux, and the second claw-shaped magnetic poles 23 on the second pole core 21 are magnetized into South-seeking (S) poles.
  • the pulley 4 is driven by the engine and the rotor 7 is rotated by the shaft 6.
  • a rotating magnetic field is applied to the stator core 15 due to the rotation of the rotor 7, generating an electromotive force in the three-phase alternating-current winding 160 of the stator winding 16.
  • the alternating electromotive force generated in the three-phase alternating-current winding 160 is converted into direct current by the rectifier 12 and the magnitude of the output voltage thereof is adjusted by the regulator 18, recharging the battery.
  • the cooling fans 5 are rotated and driven by the rotation of the rotor 7. Due to the rotation of the cooling fans 5, cooling airflow channels are formed in which external air is sucked inside the case 3 through front-end and rear-end air intake apertures 1a and 2a, flows axially towards the rotor 7, thereafter is deflected centrifugally by the cooling fans 5, and is discharged through front-end and rear-end air discharge apertures 1b and 2b.
  • Heat generated in the rectifier 12 and the regulator 18 is dissipated from a rectifier heat sink 12a and the regulator heat sink 17 to a cooling airflow flowing through the cooling airflow channels, suppressing temperature increases in the rectifier 12 and the regulator 18.
  • stator winding 16 heat generated in the stator winding 16 is dissipated from the coil end groups 16f and 16r to cooling airflows, suppressing temperature increases in the stator 8.
  • a cooling airflow flows through the inside of the rotor 7 as a result of a pressure difference between a front end and a rear end of the rotor 7, dissipating heat generated in the field winding 13, thereby suppressing temperature increases in the rotor 7.
  • Figures 5 to 7 show the crossover portions 28b cut on a plane intersecting the axial center of the stator core 15 and passing through the center of one of the tooth portions 15b, Figure 5 showing a case where a space factor of the conductor wires 29 and the varnish 35 relative to a cross-sectional area of a crossover portion is thirty percent (30%), Figure 6 showing a case where the space factor of the conductor wires 29 and the varnish 35 is eighty percent (80%), and Figure 7 showing a case where the space factor of the conductor wires 29 and the varnish 35 is one hundred percent (100%).
  • the space factor of the conductor wires 29 and the varnish 35 is the total cross-sectional area occupied by the conductor wires 29 and the varnish 35 in a crossover portion 28 divided by the total cross-sectional area of the crossover portion 28.
  • the varnish 35 integrally fixes the conductor wires 29 constituting the crossover portions 28b of the three winding phase portions.
  • the conductor wires 29 constituting the crossover portions 28b in the three winding phase portions are partially fixed by the varnish 35, and a large number of gaps 36 are formed among the conductor wires 29.
  • the space factor of the conductor wires 29 and the varnish 35 is eighty percent (80%)
  • a large portion of the conductor wires 29 constituting the crossover portions 28b of the three winding phase portions are fixed by the varnish 35, and slight gaps 36 are formed in an internal portion of the crossover portions 28b.
  • Figure 8 shows measured results of maximum values of electromagnetic noise when power is being generated at full load and rotational frequency is raised to 5000 rpm in an automotive alternator mounted with stators in which the space factor of the conductor wires and the varnish is varied.
  • the space factor when the space factor is seventy percent (70%) or more, it can be seen that rigidity of the stator as a whole is sufficiently large.
  • the space factor is seventy percent (70%), the electromagnetic noise registers at 92 dB, and when the space factor is eighty percent (80%) or more, the electromagnetic noise is generally maintained at 91 dB.
  • the space factor is seventy percent (70%) or more, because a large portion of the conductor wires 29 constituting the crossover portions 28b is integrally fixed by the varnish 35, rigidity of the coil end groups 16f and 16r is increased, resulting in a sufficient increase in the rigidity of the stator as a whole.
  • the radial vibration of the stator core 15 is suppressed, reducing electromagnetic noise.
  • the electromagnetic noise can be suppressed and stabilized at a low level if the space factor is eighty percent (80%) or more, it is desirable to make the space factor eighty percent (80%) or more if variable factors in the manufacturing process are considered.
  • wind noise resulting from the cooling airflow flowing through the narrow gaps formed in the crossover portions 28b becomes louder.
  • the space factor is seventy percent (70%) or more, because a large portion of the conductor wires 29 constituting the crossover portions 28b is fixed by the varnish 35, the narrow gaps constituting ventilation pathways for the cooling airflow are less likely to form in the crossover portions 28b, enabling generation of wind noise to be suppressed.
  • the conductor wires 29 constituting the crossover portions 28b do not rub together due to vibration and damage the electrically-insulating coating of the conductor wires 29, thereby improving electrical insulation.
  • Figure 9 shows values of temperature increase in the stator in an experiment in which power was generated at full load under stable output conditions in an automotive alternator mounted with stators in which the space factor of the conductor wires and the varnish was eighty percent (80%) and the ratio occupied by exposed portions of the conductor wires 29 relative to an outer circumference of the crossover portions 28b in the cross section of the crossover portions 28b was vaized.
  • the automotive alternator was run at 3000, 3500, 4000, 4500, and 5000 rpm, the saturation temperatures of the stators were measured, and the largest value were used as the saturation temperature of the stators.
  • the temperature increase in the stator is the difference of the saturation temperature of the stator from an experimental ambient temperature (°C).
  • the cross section of the crossover portions 28b is a cut surface cut on a plane intersecting the axial center of the stator core 15 and passing through the center of one of the tooth portions 15b.
  • the exposed portions of the conductor wires 29 are the portions of the conductor wires 29 constituting the outer circumference of the crossover portions 28b in the cross section of the crossover portions 28b.
  • Figure 9 shows a curve in which the values of temperature increase in the stator gradually decrease as the ratio occupied by the exposed portions of the conductor wires 29 relative to the outer circumference of the crossover portions 28b increases, decrease suddenly when the ratio exceeds forty percent (40%), decrease gradually when the ratio exceeds fifty percent (50%), and is generally constant when the ratio is sixty percent (60%) or more.
  • the ratio is forty percent (40%) or less, the exposed portions of the conductor wires 29 are insufficient and the heat generated in the stator winding 16 is not sufficiently dissipated from the exposed portions of the conductor wires 29 to the cooling airflow, limiting suppression of temperature increases in the stator, but when the ratio exceeds forty percent (40%), effective suppression of temperature increases in the stator becomes evident.
  • the ratio is fifty percent (50%) or more
  • the heat generated in the stator winding 16 is sufficiently dissipated from the exposed portions of the conductor wires 29 to the cooling airflow, sufficiently suppressing temperature increàses in the stator.
  • the value of the temperature increases in the stator can be suppressed to 180°C or less.
  • the value of the temperature increases in the stator can be generally suppressed and stabilized at 175°C.
  • the ratio occupied by the exposed portions of the conductor wires 29 relative to the outer circumference of the crossover portions 28b to fifty percent (50%) or more, because the heat generated in the stator winding 16 is sufficiently dissipated from the exposed portions of the conductor wires 29 to the cooling airflow, high stator winding cooling properties are ensured, and the temperature in the stator is suppressed and stabilized at a low level. Furthermore, because the values of the temperature increase in the stator can be suppressed and stabilized at a low temperature when the ratio is sixty percent (60%) or more, if variable factors in the manufacturing process are considered, it is desirable to make the ratio sixty percent (60%) or more.
  • a heat tolerance threshold of the stator is 260°C, and under the worst operating conditions the ambient temperature of the stator reaches 90°C.
  • the value of the temperature increase of 170°C in the stator at the ambient temperature of 90°C corresponds to the value of the temperature increase of 180°C in the stator at the ambient temperature of 20°C. Consequently, if the ratio is set to fifty percent (50%) or more, the heat in the stator will not exceed the heat resistance threshold even under the worst operating conditions, enabling extension of the life of the stator.
  • the varnish 35 used as the electrically-insulating resin has good permeability, application of the varnish 35 to the crossover portions 28b is facilitated and the varnish 35 can be applied to the crossover portions 28b so as to expose the conductor wires 29.
  • each of the winding phase portions 30 constituting the stator winding 16 is constituted by a divided winding portion, the coil ends 28 extending outwards from the slots 15c of the winding phase portions 30 are divided in half onto each of the first and second circumferential sides.
  • the number of crossover portions stacked radially is substantially the same around the entire circumference at the first and second axial ends of the stator core, bonding strength between the coil ends 28 of each of the winding phase portions 30 increases, the strength of the coil end groups 16f and 16r is uniform around the entire at the first and second axial ends of the stator core, and rigidity of the stator as a whole is increased.
  • electromagnetic noise can be reduced.
  • the winding phase portions 30 are each constituted by a divided winding portion installed in every third slot 15c such that strands of the conductor wire therein extend outwards from any given slot 15c, the first half extending to the first circumferential side and entering the next slot 15c three slots away on the first circumferential side, and the remaining second half thereof extending to the second circumferential side and entering the next slot 15c three slots away on the second circumferential side, but similar effects can be achieved even if the stator winding phase portions are each constituted by a wave winding installed in every third slot 15c such that strands of the conductor wire therein extend outwards from any given slot 15c, extend to the first circumferential side, and enter the next slot 15c three slots away on the first circumferential side.
  • the varnish 35 is applied to the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16, and impregnated inside the slots 15c.
  • the space factor of the varnish 35 and the conductor wires 29 constituting the crossover portions 28b relative to the cross-sectional area of the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16 is eighty percent (80%), and the ratio occupied by the exposed portions of the conductor wires 29 relative to the outer circumference of the cross section of the crossover portions 28b is sixty percent (60%).
  • the rest of the embodiment is constructed in a similar manner to Embodiment 1 above.
  • Embodiment 2 in a similar manner to Embodiment 1 above, high cooling of the stator winding 16 is ensured and rigidity of the stator as a whole is increased, enabling the provision of an automotive alternator which achieves high output and low electromagnetic noise.
  • Embodiment 2 because the varnish 35 impregnates inside each of the slots 15c, the slot-housed portions 30a of each of the winding phase portions 30 of the stator winding 16 are fixed to the slots 15c, further increasing the rigidity of the stator as a whole, and further reducing electromagnetic noise. Furthermore, damage to the electrically-insulating coating on the conductor wire 29 resulting from the conductor wire 29 constituting the slot-housed portions 30a rubbing against an inner wall surface of the slots 15c is suppressed, and with-stand voltage between the stator core 15 and the stator winding 16 increases, that is, electrical insulation is also improved. In addition, the varnish 35 that has impregnated inside each of the slots 15c acts as a damping member to damp the vibration of the stator core 15, enabling electromagnetic noise to be lowered.
  • a silicone resin functioning as the electrically-insulating resin is applied to the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16.
  • the space factor of the silicone resin and the conductor wires 29 constituting the crossover portions 28b relative to the cross-sectional area of the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16 is eighty percent (80%), and the ratio occupied by the exposed portions of the conductor wires 29 relative to the outer circumference of the cross section of the crossover portions 28b is sixty percent (60%).
  • the rest of the embodiment is constructed in a similar manner to Embodiment 1 above.
  • Embodiment 3 in a similar manner to Embodiment 1 above, high cooling of the stator winding 16 is ensured and rigidity of the stator as a whole is increased, enabling the provision of an automotive alternator which achieves high output and low electromagnetic noise.
  • Embodiment 3 because the silicone resin applied the crossover portions 28b of the coil end groups 16f and 16r acts as a damper, vibration is damped, enabling electromagnetic noise to be lowered.
  • an epoxy resin functioning as the electrically-insulating resin is applied to the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16.
  • the space factor of the epoxy resin and the conductor wires 29 constituting the crossover portions 28b relative to the cross-sectional area of the crossover portions 28b of the coil end groups 16f and 16r of the stator winding 16 is eighty percent (80%), and the ratio occupied by the exposed portions of the conductor wires 29 relative to the outer circumference of the cross section of the crossover portions 28b is sixty percent (60%).
  • the rest of the embodiment is constructed in a similar manner to Embodiment 1 above.
  • Embodiment 4 in a similar manner to Embodiment 1 above, high cooling of the stator winding 16 is ensured and rigidity of the stator as a whole is increased, enabling the provision of an the automotive alternator which achieves high output and low electromagnetic noise.
  • Embodiment 4 because the conductor wires 29 constituting the crossover portions 28b of the coil end groups 16f and 16r are firmly fixed by the epoxy resin, the rigidity of the coil end groups 16f and 16r is further increased. As a result, the rigidity of the stator as a whole increases, enabling electromagnetic noise to be lowered further.
  • Figure 10 is a perspective showing a stator used in an automotive alternator according to Embodiment 5 of the present invention
  • Figure 11 is a perspective schematically showing one winding phase portion constituting a stator winding of the stator used in the automotive alternator according to Embodiment 5 of the present invention
  • Figure 12 is a circuit diagram of the automotive alternator according to Embodiment 5 of the present invention.
  • a stator 40 is constituted by: a cylindrical stator core 41 prepared by laminating a predetermined number of sheets of a magnetic steel plate; and a stator winding 42 installed in the stator core 41.
  • the stator core 41 includes: a cylindrical base portion 41a; a plurality of tooth portions 41b formed on an inner circumferential surface of the base portion 41a at an even angular pitch in a circumferential direction, each of the tooth portions 41b being disposed so as to extend from the inner circumferential surface of the base portion 41a toward an axial center; and a plurality of slots 41c extending axially defined by the base portion 41a and adjacent pairs of the tooth portions 41b. Furthermore, there are seventy-two slots 41c formed on the stator core 41.
  • the number of magnetic poles in the rotor 7 is twelve, the number of slots per phase per pole is two.
  • the stator winding 42 is constituted by six winding phase portions 45 each formed by winding a conductor wire 29 into a wave shape in every sixth slot 41c, the conductor wire 29 being composed of a copper wire material having a circular cross section coated with electrical insulation. Furthermore, the winding phase portions 45 are installed in the stator core 41 such that the slots 41c in which each winding phase portion 45 is installed are offset by one slot from those of each of the other winding phase portions 45.
  • the winding phase portions 45 are each constructed into a wave winding in which the conductor wire 29 is wound for a predetermined number of winds, the winding phase portions 45 each being formed into a divided winding portion having a wave-shaped pattern composed of twelve slot-housed portions 45a disposed at a pitch of six slots in a circumferential direction and linking portions 45b linking together a first half of end portions of adjacent pairs of the slot-housed portions 45a alternately at first and second axial ends and linking together a remaining second half of the end portions alternately at the first and second axial ends, as shown in Figure 11.
  • the winding phase portions 45 are installed in the stator core 41 such that the slot-housed portions 45a are housed in corresponding slots 45c disposed at a pitch of six slots in a circumferential direction.
  • the six winding phase portions 45 are installed in the stator core 41 such that the slots 41c in which each winding phase portion 45 is installed are offset by a pitch of one slot (1P) in a circumferential direction from those of each of the other winding phase portions 45 and the six winding phase portions 45 are stacked into six layers radially.
  • coil ends 46 are constituted by the linking portions 45b and are formed by extended portions 46a composed of portions of the conductor wire 29 extending outwards from the slots 41c, and crossover portions 46b composed of portions of the conductor wire 29 extending in a circumferential direction and linking the extended portions 46a extending outwards from pairs of slots 41c six slots apart.
  • the crossover portions 46b of the coil ends 46 of the winding phase portions 45 are stacked radially and arranged circumferentially to constitute front-end and rear-end coil end groups 42f and 42r of the stator winding 42.
  • a varnish is applied to the crossover portions 46b of the coil end groups 42f and 42r.
  • Three winding phase portions 45 installed in this manner are formed into a Y-connection (an alternating-current connection), constituting a first three-phase alternating-current winding 161A functioning as a polyphase alternating-current winding, and the remaining three winding phase portions 45 are formed into a Y-connection (an alternating-current connection), constituting a second three-phase alternating-current winding 161B functioning as a polyphase alternating-current winding.
  • the first and second three-phase alternating-current windings 161A and 161B are connected to first and second rectifiers 12A and 12B, respectively, constituting the electrical circuit shown in Figure 12.
  • the three winding phase portions 45 constituting the first three-phase alternating-current winding 161A are each given a phase difference corresponding to an electrical angle of 60°
  • the three winding phase portions 45 constituting the second three-phase alternating-current winding 161B are each given a phase difference corresponding to an electrical angle of 60°
  • the winding phase portions 45 constituting the second three-phase alternating-current winding 161B are given a phase difference corresponding to an electrical angle of 30° relative to the winding phase portions 45 constituting the first three-phase alternating-current winding 161A.
  • the stator winding 42 is constituted by the first and second three-phase alternating-current windings 161A and 161B.
  • a rotating magnetic field is applied to the stator core 41, generating electromotive forces in the first and second three-phase alternating-current windings 161A and 161B of the stator winding 42.
  • the alternating electromotive forces generated in the first and second three-phase alternating-current windings 161A and 161B are converted into direct currents by the first and second rectifiers 12A and 12B, respectively, and the magnitudes of the output voltages thereof are adjusted by the regulator 18. Then, the outputs from the rectifiers 12A and 12B are combined, recharging the battery.
  • Embodiment 5 also, by applying the varnish to the crossover portions 46b so as to make the space factor of the varnish and the conductor wires 29 constituting the crossover portions 46b relative to a cross-sectional area of the crossover portions 46b of the coil end groups 42f and 42r of the stator winding 42 seventy percent (70%) or more, and to make the ratio occupied by exposed portions of the conductor wires 29 relative to an outer circumference of the cross section of the crossover portions 46b fifty percent (50%) or more, an automotive alternator can be provided which achieves high output and low electromagnetic noise in a similar manner to Embodiment 1 above.
  • Embodiment 5 because the slots 41c are formed at a ratio of two per phase per pole, the number of slots 41c is twice that of Embodiment 1. Consequently, the number of coil ends 46 disposed so as to span the slots 41c doubles, further increasing rigidity of the stator as a whole and enabling electromagnetic noise to be lowered.
  • the varnish may also be impregnated inside the slots 41c.
  • the slot-housed portions 45a of each of the winding phase portions 45 of the stator winding 42 are fixed to the slots 41c by the varnish, further increasing the rigidity of the stator as a whole, and further reducing electromagnetic noise.
  • damage to the electrically-insulating coating on the conductor wire 29 resulting from the conductor wire 29 constituting the slot-housed portions 45a rubbing against an inner wall surface of the slots 41c is suppressed, and with-stand voltage between the stator core 41 and the stator winding 42 increases.
  • the varnish that has impregnated inside each of the slots 41c acts as a damping member to damp the vibration of the stator core 41, enabling electromagnetic noise to be lowered.
  • the greater number of slots 41c makes the effects described above proportionately more evident.
  • the present invention is constructed in the above manner and exhibits the effects described below.
  • an automotive alternator including:
  • the electrically-insulating resin may be impregnated inside the slots, increasing rigidity of the stator as a whole, thereby enabling electromagnetic noise to be lowered, and improving electrical insulation between the stator winding and the stator core within the slots.
  • the electrically-insulating resin may be a varnish, facilitating the operation of applying the electrically-insulating resin.
  • the electrically-insulating resin may be a silicone resin, whereby the electrically-insulating resin acts as a damper, damping vibration and lowering electromagnetic noise.
  • the slots may be formed at a ratio of two per phase per pole, the polyphase alternating-current winding being constituted by two three-phase alternating-current windings each formed by connecting three of the winding phase portions into an alternating-current connection, increasing the number of coil ends disposed so as to span the slots, thereby increasing rigidity of the stator as a whole and lowering electromagnetic noise.
  • Each of the winding phase portions may be formed into a divided winding portion, whereby the number of crossover portions stacked radially is substantially the same around the entire circumference at the first and second axial ends of the stator core, increasing bonding strength between the coil ends of each of the winding phase portions, and making the entire circumference at the first and second axial ends of the stator core uniform. As a result, rigidity of the stator as a whole can be increased.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Windings For Motors And Generators (AREA)
  • Insulation, Fastening Of Motor, Generator Windings (AREA)
  • Manufacture Of Motors, Generators (AREA)
  • Synchronous Machinery (AREA)
EP02000272A 2001-01-19 2002-01-15 Alternateur pour véhicule automobile Expired - Lifetime EP1225677B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001012205 2001-01-19
JP2001012205A JP3476438B2 (ja) 2001-01-19 2001-01-19 車両用交流発電機

Publications (3)

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EP1225677A2 true EP1225677A2 (fr) 2002-07-24
EP1225677A3 EP1225677A3 (fr) 2002-10-09
EP1225677B1 EP1225677B1 (fr) 2004-04-21

Family

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Family Applications (1)

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EP02000272A Expired - Lifetime EP1225677B1 (fr) 2001-01-19 2002-01-15 Alternateur pour véhicule automobile

Country Status (5)

Country Link
US (1) US6809437B2 (fr)
EP (1) EP1225677B1 (fr)
JP (1) JP3476438B2 (fr)
KR (1) KR100453492B1 (fr)
DE (1) DE60200381T2 (fr)

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JP2004336883A (ja) 2003-05-07 2004-11-25 Mitsubishi Electric Corp 車両用交流発電機
US20060145558A1 (en) * 2004-05-28 2006-07-06 Toshiaki Kashihara Alternator for a vehicle
JP2007037280A (ja) * 2005-07-27 2007-02-08 Mitsubishi Electric Corp インバータ一体型回転電機
US7439713B2 (en) 2006-09-20 2008-10-21 Pratt & Whitney Canada Corp. Modulation control of power generation system
JP5533029B2 (ja) * 2010-02-26 2014-06-25 株式会社豊田自動織機 回転電機の固定子及び回転電機の固定子に用いる相プリフォームコイル
JP2012065423A (ja) * 2010-09-15 2012-03-29 Denso Corp 回転電機
US9035503B2 (en) * 2011-01-12 2015-05-19 Kollmorgen Corporation Environmentally protected housingless generator/motor
JP2012152028A (ja) * 2011-01-19 2012-08-09 Denso Corp 回転電機
JP5783239B2 (ja) * 2012-12-27 2015-09-24 株式会社デンソー 回転電機
DE102014223202A1 (de) 2014-11-13 2016-05-19 Volkswagen Aktiengesellschaft Wellenwicklung, Stator und elektrische Maschine
DE102016206397A1 (de) * 2016-04-15 2017-10-19 Bühler Motor GmbH Elektronisch kommutierter Gleichstrommotor mit Einzelpolen

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JPS5310801A (en) * 1976-07-19 1978-01-31 Hitachi Ltd Rotary machine
JPS59169339A (ja) * 1983-03-15 1984-09-25 Toshiba Corp インバ−タ駆動回転電機
US5274322A (en) * 1990-06-07 1993-12-28 Nippondenso Co., Ltd. Alternating current generator for vehicle
JPH04251547A (ja) * 1990-12-28 1992-09-07 Yaskawa Electric Corp 耐熱性絶縁線輪
JPH0974702A (ja) * 1995-06-27 1997-03-18 Denso Corp 車両用発電機の電機子巻線
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Also Published As

Publication number Publication date
JP2002218695A (ja) 2002-08-02
DE60200381D1 (de) 2004-05-27
US6809437B2 (en) 2004-10-26
KR100453492B1 (ko) 2004-10-15
KR20020062189A (ko) 2002-07-25
EP1225677A3 (fr) 2002-10-09
US20020096958A1 (en) 2002-07-25
JP3476438B2 (ja) 2003-12-10
DE60200381T2 (de) 2005-05-04
EP1225677B1 (fr) 2004-04-21

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